CjO  t 


Jii.lv. of  jil.  Library 

51 

33/Y 

HUDSON  RPffi  RAIL  ROAD 


\ 


EEPOET 


Oak  Street 
UNCLASSIFIED 


.. 


LOCATION  OF  THE  LINE 


usamaa.^ 


©enevai  Ketnavfts 


ON  THE 

PROSPECTS  OF  THE  ROAD. 


JOHN  B.  JEHVIS,  Chief  Engineer. 
JANUARY  12th,  1848. 


V\WAN*AS\W 


Yorfe: 


WM.  C.  BRYANT  & CO.  PRINTERS, 


Digitized  by  the  Internet  Archive 
in  2017  with  funding  from 

University  of  Illinois  Urbana-Champaign  Alternates 


https://archive.org/details/hudsonriverrailrOOjerv 


OFFICE  OF  THE  HUDSON  RIVER  RAILROAD  COMPANY,  } 

Engineer  Department,  > 
New-York,  12th  January,  1848.  } 

To  the  Board  of  Directors  of  the  Hudson  River  Railroad  Company : 

Gentlemen — I have  the  honor  of  presenting  a report  on  the  question  of  the  loca- 
tion of  the  line  of  road  from 

FISHKILL  TO  GREENBUSH. 

Examinations  and  surveys  have  been  diligently  prosecuted  by  Mr.  Clark,  the 
locating  engineer,  and  he  has  submitted  a detailed  report  with  estimates  on  two 
routes.  In  preparing  the  lines  for  each  route,  surveys  have  necessarily  been  run 
over  a great  extent  of  country,  in  order  to  find  the  most  favorable  line  for  each. 
In  the  original  survey  of  Mr.  Morgan,  the  point  of  divergence  from  the  river  was 
at  Fishkill,  rising  gradually,  and  as  it  approached  Wappinger’s  creek  it  followed 
the  eastern  slope  of  the  valley,  passing  near  Houstonville,  and  crossing  the  creek 
east  of  the  falls.  The  line  then  inclined  westward,  intersecting  the  old  post  road, 
and  continuing  near  it  until  it  reached  the  eastern  part  of  Poughkeepsie.  This 
line  was  found  to  be  so  unfavorable  that  a new  point  of  divergence  was  taken  at 
Wappinger’s  creek,  and  a route  found,  which  passed  Poughkeepsie,  about  half-way 
between  the  above  line  and  the  river,  and  intersected  it  about  two  miles  north  of 
Poughkeepsie.  This  portion  of  the  line  was  found  about  one  mile  shorter,  and 
much  less  expensive  than  the  original  or  eastern  line,  and  therefore  it  was  decided 
to  adopt  it  for  this  portion  of  the  interior  route.  As  the  maps,  submitted  herewith, 
will  show  the  line  better  than  any  written  description,  they  are  referred  to  for  in- 
formation on  this  point. 

The  river  route  generally  follows  along  or  near  the  shore  of  the  river.  At  Pough- 
keepsie, Staatsburgh  and  Barrytown  it  passes  back  from  the  river,  in  order  to 
avoid  interfering  with  docks,  at  the  first  and  last  place,  and  a sharp  bend  in  the 
river  at  the  other.  In  these  departures  the  grade  rises  from  20  to  30  feet  above  that 
on  the  immediate  shore  of  the  river.  The  grade  at  Albany  was  taken  at  22  feet 
above  low  water  in  the  river,  and  gradually  declined,  keeping  above  the  influence 
of  the  freshets,  until  the  point  was  reached  where  the  freshets  of  the  river  do  not 
raise  the  water  above  flood  tides;  from  this  point  the  usual  level  above  the  river 
was  taken. 

The  comparative  result  of  the  estimates  has  been  different  from  what  was  gene- 
rally expected.  After  diligent  surveys  the  best  line  that  could  be  found  for  the  in- 
terior route  from  Fishkill  to  a short  distance  north  of  Staatsburgh,  is  so  expensive 
as  to  have  but  little  superiority  over  the  river  route. 

From  near  Staatsburgh  to  Hudson  the  general  character  of  the  interior  route  is 
highly  favorable,  offering  a very  easy  line  to  grade,  comparing  very  advantageously 
with  the  river  line  opposite.  The  line  continues  favorable  from  Hudson  to  about 
six  miles  north  of  Kinderhook  village;  but  from  this  point  to  near  Albany  it  is  of  a 
very  expensive  character,  so  much  so  that  it  raises  the  estimate  between  Hudson 


4 


and  Albany  about  $100,000  above  that  of  the  river  route  on  the  corresponding 
section. 

The  main  difficulties  on  the  interior  route,  it  will  be  seen,  occur  in  ascending  from 
the  river  to  the  table  land.  At  the  north  end  it  passes  a series  of  deep  ravines  and 
clay  ridges.  The  table  land  could  have  been  reached  with  a much  less  expensive 
line,  if  a grade  of  thirty  feet  to  the  mile  had  been  adopted;  but  this  was  regarded 
as  incompatible  with  the  great  object  to  be  secured. 

The  following  tables  show  the  degree  and  amount  of  curvature  and  straight  line 
on  each  route,  and  the  inclination  of  the  several  lines,  or  gradients  of  the  road, 
with  the  elevation  and  depression  on  each  route: 

SUMMARY  OF  CURVES  AND  STRAIGHT  LINES. 


RIVER 

ROUTE. 

Number  of 

Length  of 

Radii  in 

Deflection  in 

Curves. 

Curve  of 

Feet. 

Degrees. 

same  deflec- 

tion,  in  miles. 

4 

0.348 

2062 

41® 

45’ 

4 

1.490 

2475 

191® 

78 

15.418 

3094 

1480® 

05’ 

1 

0.664 

3375 

33® 

7 

1.523 

3713 

124® 

10’ 

30 

6.716 

4125 

495® 

29’ 

10 

2.976 

4641 

194® 

5 

1.093 

5305 

51® 

20’ 

14 

2.363 

6188 

113® 

30’ 

1 

0.184 

7426 

18® 

7 

1.850 

9282 

60® 

20’ 

Total  curved  line, 

...  34.625 

Straight  line 

...  48.375 

<< 

Length  in  miles, . . . 

. . 83.000 

SUMMARY 

OF  CURVES 

AND  STRAIGHT  LIN 

INTERIOR  ROUTE. 

Number  of 

Length  of  Radii  in 

Deflection  in 

Curves. 

Curve  of 

Feet. 

Degrees. 

same  Deflec- 

tion, miles. 

3 

0.818 

2062 

116® 

2 

0.184 

2475 

24® 

34 

8.578 

3094 

834® 

18’ 

3 

1.289 

3713 

105® 

23 

3.347 

4125 

252® 

36’ 

4 

1.462 

4641 

95® 

20’ 

27 

10.094 

6188 

528® 

15’ 

5 

1.808 

9282 

59® 

Total  Curved  line 

44 

Straight  line 

...  54.885 

44 

Length  in  miles . . . . 

. . 82.465 

/Total 
Deflection  in 
Degrees. 


2802  ° 39 


Total 

Deflection. 


2014°  29’ 


5 


RIVER  ROUTE. 


Table  of  Grades  and  Level  Lines  between  Fishkill  Landing  and  Greenbush. 


Distance  in  miles.  Inclination  per  mile 

Ascent 

Descent 

Total  Ascent  and 

in  feet. 

in  feet. 

in  feet. 

Descent. 

49.312 

Level. 

9.204 

0.271 

2.50 

2.50 

5.993 

0.500 

3.00 

3.00 

1.759 

1.136 

2.00 

2.00 

2.454 

2.445 

6.00 

6.00 

1.000 

5.00 

5.00 

5.00 

2.250 

3.007^ 

2.0061? 

22.50 

) 

30.  1 

1 

20. 

1 

2.505  a 
1,503  & 

10.00 

15. 

25.  | 

127.50 

1 

1.503 8 J 
0.504 

15 

7.50 

15., 

1 

7.50 

83.000 

83.50 

70,00 

153.50 

INTERIOR  ROUTE. 

Table  of  Grades  and  Level  Lines  between  Fishkill  Landing  and  Greenbush. 


Distance  in  miles. 

Inclination  per  mile 

Ascent 

Descent 

Total  Ascent  and 

in  feet. 

in  feet. 

in  feet. 

Descent. 

8.888 

5.276 

From 

3 to  4 

8.80 

11 

19.80 

1.012 

<e 

6 to  7 

7 

7 

940 

66 

7 to  8 

7.04 

7.04 

1.553 

66 

8 to  9 

8.00 

5 

13.00 

2.454 

66 

10 

24.54 

24.54 

634 

“ 

10  to  11 

6.87 

6.87 

1.636 

66 

11  ft. 

18 

18 

2.515 

66 

11  to  12 

22.78 

6 

28.78 

4.970 

66 

12  to  13 

62.28 

62.28 

1.963 

13  to  14 

27 

27 

7.056 

14  to  15 

102.63 

102.63 

1.411 

66 

15  to  16 

22 

22 

13.023 

16  to  17 

159.93 

57.18 

217.11 

28.807 

66 

17 

222.28 

267.35 

489.63 

0.327 

66 

17.040 

5.90 

5.90 

82.465 

536.51 

515.07 

1051.58 

From  the  tables  of  curves,  which  show  the  linear  arrangement,  it  appears  that 
the  Interior  route  has  six  and  a half  miles  more  straight  line,  and  seven  hundred 
and  eighty-eight  degrees  less  curvature,  than  the  River  route  ; the  minimum  and 
maximum  radius  being  the  same  on  each  route.  The  length  or  distance  from  Fish- 
kill Landing  to  Greenbush  being  on  the 

Interior  route 82.465  miles 

River  “ 83.000  “ 


The  river  line  is  longest  by 0.535 

The  lines  may  be  extended  from  half  to  three-fourths  of  a mile  further  north,  de- 
pending upon  the  point  that  may  be  selected  for  a termination  ; but  assuming  it 
may  be  half  a mile,  the  distances  will  be  respectively  on  the 

Interior  route 82.965  miles. 

River  “ 83.500  “ 

The  tables  of  gradients,  or  planes,  show  the  maximum  grade  of  the 

River  route  to  be . . ...  10  feet  per  mile. 


(excepting  half  a mile  extending  south  from  the  Poughkeepsie  depot,  which  has  a 
grade  of  15  feet  per  mile ; but  as  it  occurs  whore  the  trains  must  stop,  it  is  not  re- 
garded as  of  any  practical  importance.) 

Interior  route 17  feet  per  mile. 

The  total  rise  and  fall  is  on  the 

Interior  route 1051.58  feet. 

River  “ 153.50  “ 

The  highest  summit  above  the  river  grade  is 

On  the  Interior  route 218  feet. 

On  the  River  route 30  “ 

In  linear  arrangement  the  Interior  route  is,  say,  half  a mile  shorter,  and  has 
6 miles  more  of  straight  line.  The  curves  on  both  lines,  with  a small  exception, 
are  on  large  radii,  being  from  3094  feet  to  9282  feet,  and  admit  of  being  traversed 
at  high  velocity.  In  this  respect  the  lines  may  both  be  considered  as  good,  the 
preference  being  with  the  Interior,  both  as  to  directness  and  distance.  In  the  more 
important  matter  of  gradients,  or  planes  of  the  road,  the  River  route  is  materially 
superior. 

No  estimate  has  been  made  for  land  required  for  the  road  on  either  route.  Ex- 
perience having  shown  that  the  real  value  of  land,  when  taken  for  such  purposes, 
has  little  to  do  with  the  question,  provided  two  things  are  settled,  namely,  the  line 
of  the  road,  and  the  determination  to  proceed  with  its  construction. 

In  connection  with  this  subject  it  may  bo  remarked,  that  the  land  required  for 
the  Interior  route,  for  the  greater  part,  passes  through  a fine  agricultural  country, 
and,  to  a greater  or  less  extent,  unavoidably  traverses  cultivated  fields.  The  River 
line  occupies  mainly  the  rough  and  uneven  ground  along  the  shore  of  the  river, 
doing  little  real  damage,  except  as  it  disturbs  buildings  at  the  villages.  In  some 
places  the  wharves  will  require  to  be  extended,  and  this  is  provided  for  in  the  esti- 
mates. To  a very  great  extent  the  construction  of  the  Road  will  improve  the  ap- 
pearance of  the  shore ; rough  points  will  be  smoothed  off,  the  irregular  indenta- 
tions of  the  bays  be  hidden  and  a regularity  and  symmetry  imparted  to  the  outline 
of  the  shore  ; thus  by  a combination  of  the  works  of  nature  and  of  art  adding  to 
the  interest,  grandeur  and  beauty  of  the  whole.  However  strongly  this  may  now 
be  objected  to  by  some,  it  is  confidently  believed  that  before  two  years  shall  have 
passed  after  the  completion  of  the  road,  none  will  be  found  willing  to  have  the  road 
removed. 

To  some  extent  conditional  contracts  for  land  have  been  made  on  both  routes, 
which  will  doubtless  be  submitted  by  the  Land  Committee,  and  the  Board  will 
judge  as  to  the  influence  of  land  damages  on  this  question  of  location. 

The  estimated  cost  is  as  follows : — 


River  Route, 

Grading,  including  masonry  and  bridging $2,079,159 

Extending  wharves 30,000 

Fencing 82,200 


2,191,359 

Add  for  contingencies  and  superintendence  at  10  per 

cent 219,135 

$2,410,494 


Carried  forward  $2,410-494 


7 


Brought  forward  $2:4l0,494 


Interior  Route, 

Grading,  including  masonry  and  bridging. .....  ...  .$1,616,465 

Fencing 85,200 


1,701,665 

Add  for  contingencies  and  superintendence  at  10  per 

cent 170,166 

— $1,871,831 

Interior  less  than  River  routo $538,663 

The  estimate  is  made  for  grading  for  a double  track  to  Poughkeepsie  on  both 


routes,  and  a single  track  from  Poughkeepsie  to  Albany — the  masonry  and  bridges 
for  a double  track  throughout. 

The  estimate  would  not  exceed  the  above,  on  either  route,  more  than  $200,000, 
to  provide  for  a double  track  throughout.  The  difference  will  be  less  in  proportion 
to  total  cost  on  the  River  route,  in  consequence  of  the  river  walling,  which  is  a 
heavy  item,  and  will  be  the  same  for  a single  as  for  a double  track. 

Having  presented  a statement  of  the  gradients  of  the  two  routes,  it  is  now  pro- 
posed to  investigate  their  comparative  advantages  in  the  working  of  the  road.  In 
doing  this,  it  will  be  the  object  to  present  the  subject  in  a manner  as  free  as  practi- 
cable from  technicalities,  and  if  it  do  not  appear  clothed  in  a strict  professional  form, 
it  is  believed  the  Board  will,  not  the  less,  be  able  to  understand  and  appreciate  it. 
As  the  passenger  and  freight  trade  will  be  affected  somewhat  differently,  it  appears 
proper  to  consider  them  separately.  In  doing  this,  the  engines  and  their  power, 
and  the  resistances  they  must  overcome,  will  be  especially  the  subjects  of  discus- 
sion. 

ENGINES  FOR  PASSENGER  TRAINS. 

The  medium  by  which  a Locomotive  exerts  its  power  on  the  load,  is  the  adhesion 
of  what  are  termed  its  driving  wheels  to  the  rails.  If  this  adhesion  be  not  sufficient, 
the  wheels  will  slip  on  the  rails,  and,  though  the  engine  may  turn  the  wheels,  the 
load  will  not  move  forward.  In  any  event,  therefore,  provision  must  be  made  for  so 
much  adhesion  in  the  driving  wheels  as  will  be  sufficient  to  enable  the  engine  to 
move  with  the  load  it  is  intended  to  transport.  The  capacity  of  the  boiler  to  gene- 
rate steam  determines  the  actual  power  of  the  engine.  This  power  being  settled, 
the  load  the  engine  can  transport,  will  be  in  a ratio  varying  inversely  with  the  ve- 
locity with  which  it  is  to  be  moved  ; but  the  medium  (adhesion)  by  which  this 
power  i3  transmitted  will  be  in  direct  proportion,  not  to  the  velocity,  but  to  the  load. 

This  may  be  illustrated  by  supposing  an  Engine  capable  of  moving  a load  of  100 
tons  at  the  rate  of  15  miles  per  hour.  Now  the  velocity  may  be  increased  so  that 
the  engine  can  only  carry  50  tons,  though  working  up  to  her  full  capacity  of  gene- 
rating steam  ; but  the  weight  of  the  load  being  reduced  one  half,  the  amount  of 
adhesion  in  the  engine  necessary  to  set  it  in  motion  is  also  reduced  one  half.  The 
adhesion  of  the  driving  wheels,  therefore,  may  be  reduced  as  the  velocity  is  in- 
creased, the  power  of  the  engine  remaining  the  same. 

It  is  important  to  keep  distinctly  in  view,  that  the  actual  power  of  an  engine  is 
determined  by  its  capacity  to  generate  steam,  while  the  adhesion  required  to  apply 
this  power  to  the  load,  will  be  in  proportion  to  the  load,  and  the  load  will  vary  ac- 
cording to  the  velocity  with  which  it  is  moved. 

A passenger  train  is  required  to  move  more  rapidly  than  a freight  train,  and,  con- 
sequently, requires  less  adhesion  in  its  driving  wheels.  The  practical  consideration 
of  this  question  of  adhesion  depends  materially  on  the  character  of  the  road 


8 


and  the  circumstances  of  its  passenger  trade.  If  heavy  gradients  occur  occasionally 
on  the  route,  or  heavy  loads  are  to  be  carried,  that  do  not  require  great  speed,  it  is 
necessary  to  provide  more  adhesion  to  enable  the  engine  to  exert  its  power  at  a re- 
duced velocity. 

Passenger  Engines  in  this  country  are  generally  made  with  two  pairs  of  driving 
wheels,  a practice  which  I consider  to  have  arisen  from  the  frequency  of  heavy 
grades  and  the  necessity  of  carrying  heavy  loads,  at  a corresponding  diminution  of 
velocity.  This  may  do  very  well  where  no  competion  exists,  and  a moderate  velocity 
will  afford  sufficient  accommodation  to  control  the  trade  ; but  it  is  not  applicable 
where  high  velocity  and  the  greatest  economy  are  required  in  working  the  road. 

The  advantages  of  one  pair  of  driving  wheels  over  two  pairs  are — First ; less 
number  of  working  parts  in  the  machine,  by  which  the  risk  of  accident  and  the  cost 
of  repairs  are  diminished.  Second : The  machine  being  more  simple  works  more 
effectively  ; and  Third : By  substituting  a simple  pair  of  bearing  wheels  for  one 
pair  of  large  driving  wheels,  from  one  and  a half  to  two  tons  are  saved  in  the 
weight  of  the  engine,  while  its  power  is  not  reduced.  These  are  considerations  of 
great  importance  in  an  engine,  designed  to  run  at  high  velocity. 

In  England  it  is  believed  to  be  the  uniform  practice,  on  roads  on  which  a high  ve- 
locity is  maintained,  to  use  engines  with  one  pair  of  driving  wheels,  for  their  fast 
trains. 

Perhaps  there  is  no  road  that,  from  its  gradient  and  the  importance  of  running  at 
high  speed,  is  better  adapted  to,  or  more  urgently  demands  the  use  of  engines  with 
one  pair  of  driving  wheels  for  its  passenger  trade,  than  the  one  under  considera- 
tion. The  investigation  will,  therefore,  proceed  on  the  basis  of  engines  with  one 
pair  of  driving  wheels,  and  they  will  be  assumed  to  be  capable  of  working  up  to 
their  adhesion,  at  the  speed  with  which  it  is  intended  to  run. 

The  adhesion  of  a driving  wheel  will  be  in  a ratio  of  the  weight  with  which  it 
bears  upon  the  rail.  This  ratio  will  be  affected  by  the  condition  of  the  rail.  When 
dry,  or  washed  by  a heavy  rain,  the  rail  is  regarded  as  in  its  best  state  for  adhesion; 
and,  when  slightly  wet  by  dew,  or  mist,  in  its  least  favourable  state,  if  we  except 
white  frost  and  snow,  which  at  times,  nearly  destroy  it.  In  a fair  state  of  the  rails 
this  adhesion  is  equal  to  1-6  the  insistent  weight,  and  1-8  is  regarded  as  a safe 
basis  for  the  usual,  or  ordinary  condition  of  the  rails.  For  a passenger  business 
1-10  is  considered  a proper  ratio  for  general  calculation  ; allowing  for  a larger  range 
in  the  condition  of  the  rails,  and  at  the  same  time  providing  for  the  occasional  oc- 
currence of  an  extra  load,  which  it  may  be  necessary  to  attach  to  the  engine. 

The  question  has  been  dwelt  on  more  at  length,  on  account,  not  only,  of  its  im- 
portance, but  because  the  views  entained  are  somewhat  at  variance  with  the  general 
practice  in  this  country. 

Before  proceeding  to  calculations  of  the  load  an  engine  will  move,  the  principal 
sources  of  resistance  will  be  briefly  noticed.  They  are 

First. — That  arising  from  the  friction  of  the  cars.  It  is  usually  estimated  that 
8 1-2  lbs.  is  a power  sufficient  to  draw  one  ton,  of  2240  lbs.  on  a level.  This  has 
been  reduced  to  6 lbs.  on  the  best  carriages  on  English  roads.  It  is  probable  that 
a similar  reduction  will  in  time  be  effected  in  this  country,  but  as  we  must  com- 
mence with  cars,  not  differing  materially  from  those  now  in  use,  it  is  best  not  to 
anticipate  improvements,  so  far  as  to  make  them  the  basis  of  computation  at  this 
time.  Eight  and  a half  pounds,  therefore,  will  be  taken  as  the  basis  for  friction. 

Second. — Air  offers  a resistance  that  is  very  small  at  low  velocities  ; but  as  ve- 
losity  is  increased  it  becomes  important.  This  is  approximately  determined,  by  as- 
certaining the  area  of  that  part  of  the  train  which  is  exposed,  when  in  motion,  t0 


9 


tli©  impact  of  the  air,  and  the  velocity  of  its  motion  With  a train  of  five  passenger 
cars  moving  at  the  rate  of  35  miles  per  hour,  this  resistance  would  require  a power 
of  about  400  pounds  to  overcome  it  ; and  if,  in  addition  to  this,  the  train  should 
meet  a head  wind,  blowing  at  the  rate  of  ten  miles  per  hour,  the  resistance  would 
be  increased  to  about  660  pounds.  Should  such  a current  of  wind,  however,  blow 
in  the  direction  of  the  train’s  motion,  the  resistance  would  be  reduced  to  about  200 
pounds.  It  therefore  appears,  that,  while  the  train  moves  at  the  same  rate,  this 
resistance  may  be  very  different,  varying  according  to  the  force  and  direction"  of 
the  wind.  The  speed  of  the  train,  however,  must  be  maintained  in  all  cases,  and 
power  must  be  at  command  to  meet  the  ordinary  circumstances  of  this  resistance. 
At  the  same  time  it  would  not  be  economical  to  provide  at  all  times  power  suffi- 
cient to  meet  the  resistance  of  extraordinary  head  winds — it  would  be  best  in  such 
cases,  when  a heavy  train  is  to  be  moved,  to  use  an  extra  engine.  These  remarks 
arc  sufficient  to  shown  the  importance  of  this  element  of  resistance,  and  such  pro- 
vision should  be  made  for  it,  as  appears  to  be  demanded  for  the  proper  conduct  of  a 
passenger  train.  A wind  blowing  at  the  rate  of  10  miles  per  hour,  is  a very  com- 
mon occurrence,  and,  as  it  must  be  against  the  train  in  one  direction,  it  would  hard- 
ly be  prudent  to  provide  less  power  than  sufficient  to  meet  this  amount  of  atmos- 
pheric resistance. 

Third. — The  resistance  from  gravitation  in  ascending  an  inclined  road,  which 
will  vary  according  to  the  angle  of  ascent.  If  the  resistance  from  friction  be  taken 
at  8 1-2  pounds  per  ton,  of  2240  lbs.,  the  resistance  from  gravitation  will  be  essen- 
tially the  same  in  amount,  in  ascending  an  inclination  of  20  feet  per  mile  ; and  in 
proj)ortion  for  any  other  inclination.  It  therefore,  appears,  that  to  draw  a load  up 
•an  asoent  of  20  feet  per  mile  requires  double  the  power  needed  to  draw  it  on  a level. 
It  must  not  be  inferred  from  this,  that  an  engine  will  draw  half  the  useful  load  up 
such  ascent,  that  it  would  on  a level  ; for,  in  moving  up  the  ascent,  the  resistance 
from  the  gravitation  of  the  engine  and  tender  must  be  deducted  from  the  power 
sthat  was  available  on  the  level  to  carry  useful  load,  and  the  difference  in  effect, 
caused  by  this  deduction,  will  be  in  the  ratio  which  the  weight  of  the  engine  and 
tender  bears  to  the  useful  load  carried  ; consequently  it  will  be  greater  for  a train 
moving  at  high  velocity,  than  for  one  moving  at  a low  velocity. 

The  first  and  second  elements  of  resistance,  viz,  friction  of  carriages  and  the  im- 
pact of  the  air,  occur  to  a train  moving  on  a level;  the  resistance  arising  from 
gravitation,  in  addition  to  these  occurs  on  an  ascending  plane. 

The  weight  of  engine  assumed  for  the  following  computation  is— 

16  tons,  with  7 tons  (15,680  lbs)  on  one  pair  of  driving  wheels. 

Weightof  Tender,  14 tons. 

The  ton  used  in  these  calculations  is  2,240  lbs. 

Adhesion  1-10  the  insistent  weight  on  drivers. 

Friction  of  cars  85  lbs.  per  ton. 

Resistance  of  air,  650  lbs.,  due  to  a velocity  of  35  miles  per  hour,  against  headwind 
of  10  miles  per  hour. 

The  gross  load  includes  the  cars  and  their  load,  and  is  exclusive  of  the  engine  and 
tender. 

Then,  we  have 
15,680 

= 1,568  lbs,  tractile  power  of  the  engine. 

10 

1,568 — 650 

and 14  (tender)  = 94  tons,  gross  load  on  a level. 

2 


8.5 


lu 


To  determine  what  portion  of  this  the  engine  will  carry  up  an  ascent,  we  must  first 
deduct  the  resistance  arising  from  the  gravitation  of  the  engine— which  will  be  found 
(having  assumed  the  resistance  from  friction  of  cars  as  equal  to  an  ascent  of  20  feet 
per  mile)  by  taking  such  fraction  of  the  weight  of  the  engine  and  tender  as  will  be 
in  the  same  ratio  to  its  full  weight  as  the  inclination  of  the  plane  is  to  an  ascent  of 
20  feet  per  mile  : and  deduct  the  same  from  the  gross  load  on  a level,  before  stated ; 
the  remainder  must  be  divided  by  a number  that  will  express  the  resistance  from 
both  friction  and  gravitation  of  cars. 

We  have  then  for  an  ascending  plane  of 
94  — (8+7) 

10  feet  per  mile  52.66  tons  gross  load. 

1.5 

94—  (13.6-f-11.9) 

17  feet  per  mile  = 37.03  tons  gross  load. 

1.85  £ 

For  the  several  planes  embraced  in  the  preceding  computations,  the  gross  load  dwe 
to  the  adhesion,  as  assumed,  appears  to  be 

On  a level 94.00  tons. 

On  ascent  of  10  feet  per  mile 52.66  “ 

On  ascent  of  17  feet  per  mile 37.03  “ 

It  is  assumed  (and  fully  believed)  that  the  engine  may  be  made  to  generate  steam, 
sufficient  to  move  the  loads  above  stated,  on  the  respective  planes,  at  a velocity  of  35 
miles  per  hour,  and  make  average  time,  including  stops,  of  32  miles  per  hour;  at  this 
speed  the  trip  between  New  York  and  Albany  would  be  performed  in  4^  hours. 

If  the  road  were  constructed  uniformly  on  either  of  kthe  planes  embraced  in  the 
above  computations,  the  load  expressed  would  be  the  measure  of  useful  effect  on 
each.  But  this  is  not  the  case  on  either  of  the  two  routes  under  consideration,  as 
has  been  shown  in  the  table  of  grades  before  given.  It  is  therefore  necessary  to  see 
how  these  results  will  be  modified  by  the  different  planes,  and  their  lengths  on  either 
route. 

The  ratio  of  adhesion  has  been  taken  at  1-10,  and  if  the  velocity  of  the  engine  be 
reduced,  a corresponding  increase  of  load  may  be  taken,  provided  the  adhesion  be 
sufficient  to  transmit  the  power  to  the  load.  It  has  been  stated  that  the  maximum 
adhesion  is  1.6  the  insistent  weight,  and  for  short  distances  it  may  safely  be  taken  at 
1-8,  if  not  1-7;  but  let  it  be  1-8,  which  will  be  an  incx'case  of  25  per  cent.  Now.  if 
the  velocity  be  reduced  to  25  miles  per  hour,  the  resistance  from  air  will  be  reduced, 
according  to  the  basis  of  the  calculation  of  that  resistance,  250  pounds.  If  this 
power  be  applied  to  overcome  the  friction  and  gravitation  of  additional  load,  it  would 
be  equal  to  the  traction  of  30  per  cent  of  the  gross  load  in  this  case,  and  we  may, 
therefore,  safely  add  1-3  to  the  load,  if  this  reduction  in  velocity  is  permitted.  By 
this  reduction  in  velocity  a loss  of  time  is  caused,  half  of  which  may  be  regained  by 
an  increase  of  speed  on  the  descending  planes,  when  the  power  of  the  engine  will  be 
aided  by  the  same  amount  of  gravitation,  which  was  overcome  in  the  ascent.  This 
question  will  be  further  modified  by  the  intervening  planes  of  lighter  ascent  and  de- 
scent, and  those  that  are  level. 

Not  to  go  into  too  much  detail,  it  may  suffice  to  assume  that  all  the  grades  on  the 
Interior  line  that  are  below  14  feet  per  mile,  will  permit  the  engine  to  maintain  an 
average  speed  of  35  miles  per  hour;  and  those  above  this,  being  for  the  most  part  16 
and  17  feet  per  mile,  will  cause  some  retardation.  For  the  River  line,  all  that  are  at 
and  under  five  feet  per  mile  will  also  allow  the  maintenance  of  an  average  speed  of  35 


11 


miles  per  hour,  and  all  over  this  being  10  feet  per  mile,  will  cause  some  retardation. — 
The  time  required  to  perform  one  mile  at  the  rate  of  25  miles  per  hour  is  686-1000  of  a 
minute  greater  than  at  the  rate  of  35  miles  per  hour,  and  if  half  this  is  regained  by 
increase  of  speed  on  the  descending  planes,  the  loss  of  time  per  mile  of  heavy  plane 
in  the  ascent  is  equal  to  343-1000  of  a minute.  Multiplying  the  number  of  miles  in 
each  plane  by  this  fraction,  will  give  the  total  loss  of  time  caused  by  the  proposed  in- 
crease of  load,  and  is 

For  the  Interior  Line — 

25-312  miles  a .343  = 8.682  minutes 
For  the  River  Line — 

6,625  miles  a .343  = 2.272 

Difference  in  favor  of  River  Line ....  6.410  “ 

A grade  of  half  a mile  in  length,  of  15  feet  per  mile,  occurs  on  the  River  Line, 
which  has  been  included  in  the  length  of  road  having  a grade  of  10  feet  per  mile, 
but  has  not  otherwise  been  considered,  for  the  reason,  that  it  terminates  at  the 
point  designed  for  a depot  at  Poughkeepsie,  where  the  speed  would  necessarily  be 
reduced,  for  the  purpose  of  stopping  the  train,  and  because  its  length  is  not  suffici- 
ent to  produce  any  practical  impediment  to  the  progress  of  the  train. 

From  the  computation  above  stated  it  appears  that  the  loss  of  time  by  the  Inte- 
rior, as  compared  with  the  River  Line,  will  be  about  65  minutes ; but  this  loss,  in 
consequence  of  the  extra  length  of  the  River  Line,  about  half  a mile,  will  be  re- 
duced to,  say,  5^  minutes.  On  the  other  hand,  the  River  Line,  being  mainly  a lev- 
el, would  have  some  advantage  over  the  undulating  plans  of  the  Interior  Line.  It 
does  not,  however,  appear  important  to  enter  into  furthei  details. 

It  is  necessary  now  to  determine  the  number  of  passengers  that  may  be  transport- 
ed, or  that  will  make  up  the  load  of  the  Engine. 

For  through  passengers,  with  the  usual  allowance  for  baggage,  the  following  esti- 
mate has  been  prepared : 

A car  capable  of  accommodating  50  passengers  is  estimated  to  weigh  when 


empty 7 tons 

50  passengers  at  150  lbs  each 3.34 

Baggage,  at  an  average  of  40  lbs  with  twice  and  a half  the  weight  in  car  to 
carry  it,  is  equal  to  140  lbs  per  passenger,  and  50x140  gives  for  gross  load  of 
baggage  and  car 3.12 

Total  for  50  Passengers 13.46 

equal  to  3.64  passengers  per  ton  of  gross  load. 


Consequently  we  have  on  the  several  planes  above  investigated,  as  follows  (add- 
ing i on  the  ground  before  stated)  viz : 

Passengers. 

On  a level 94x3.64=342 


“ an  ascent  of  10  feet  per  mile 
<(  « 27  “ « 


( 52.66  > 

. 1 52.66 -\ — £ *3.64  = 255 

C 37.03 } 

} 37.03  -J V x 3.64  = 180 


The  trains  would  probably  average  f of  a full  load,  and  the  number  of  passen- 


gers then  would  bo 

On  a level 228 

**  ascent  of  10  feet  per  mile 170 

« « 17  “ “ 120 


If  the  running  velocity  be  reduced  to  30  miles  per  hour,  and  an  average  of  26 


12 


miles  per  hour,  including  stops,  as  for  a way  train,  the  load  may  be  increased 


about  5 of  the  above,  and  the  average  would  be. 

On  a level. . . 804  passengers. 

“ an  ascent  of  10  feet  per  mile 227  “ 

“ “ 17  “ “ 160  « 


The  great  difference  of  the  loads  on  the  several  planes  arises  from  the  causes  be- 
fore mentioned  and  the  large  amount  of  power  required  to  overcome  the  resistance 
of  the  air,  which,  being  nearly  the  same  on  all  the  planes,  must  first  be  deducted 
from  the  power ; thus  reducing  the  useful  effect,,  and  varying  the  ratio  of  the 
weight  of  engine  and  tender  to  the  total  load  transported. 

To  increase  the  load  on  the  17  feet  ascent  to  that  above  given  for  a ID  feet  as- 
cent, it  would  not  be  necessary  to  increase  the  power  of  the  engine  in  the  propor- 
tion above  stated.  The  resistance  from  air  would  be  essentially  the  same,  and  it 
would  only  require  sufficient  additional  power  to  overcome  the  resistance  from 
friction  and  gravitation,  which  would  be  about  25  per  cent.  This,  however,  does 
not  affect  the  correctness  of  the  above  comparison  ; it  only  shows  that  for  a larger 
engine  the  ratio  of  useful  effect  would  compare  somewhat  more  favorably  for  the 
heavy  planes  : for  the  larger  engine,  if  on  a 10  feet  plane,  at  the  same  velocity, 
would  carry  a corresponding  increase  of  load,  leaving  out  of  view  one  element  of 
resistance  common  to  both. 

The  class  of  engine  assumed  in  the  preceding  computations  is  one  that  is  regard- 
ed as  well  adapted  to  high  velocity.  It  may  be  found  expedient  to  adopt  a larger 
class  ; but  for  the  work  it  may  do,  this  will  probably  operate  as  economically  as 
any  other,  and,  therefore,  the  comparison  is  a good  one  for  the  several  planes. 

Such  an  engine  may  be  run  at  an  expense  of  forty  cents  per  mile,  and  the  repairs 
of  cars,  road  and  stations,  and  all  other  expenses,  will  be  fully  provided  for  at  forty 
cents  more,  making  the  total  expense,  per  mile  run,  eighty  cents.  To  use  a larger 
class  of  engines  will  increase  the  expense  of  repairs,  both  of  engines  and  road,  and 
require  a corresponding  increase  of  fuel.  The  addition  of  twenty-five  per  cent,  to 
the  weight  and  power  of  the  engine,  is  estimated  to  add  ten  cents  per  mile  to  the 
expenses  for  power.  The  data  from  which  this  result  has  been  obtained  are  not  yet 
clearly  settled,  as  it  is  not  known  what  the  comparative  influence  of  heavy  and  light 
wheels  is  on  the  cost  of  repairs  of  both  engine  and  road.  The  question  is  regarded, 
however,  in  its  application  to  high  velocities,  as  quite  important,  and  experience 
may  show  it  to  be  greater  than  provided  for  above.  As  the  planes  will  extend  a 
controlling  influence  over  the  whole  road,  it  appears  that  the  expense  of  a train  car- 
rying the  same  number  of  passengers  by  the  interior  route  will  be  $14.20-100  more 
than  by  the  River  route. 

The  average  number  of  passengers,  as  before  stated,  for  a train  moving  at  35 
miles  per  hour,  on  the  River  line,  is  170.  The  cost  of  transporting  them  will  be  aa 
follows : 

On  the  River  Line $115  20 

“ “ Interior 129  40 

170  passengers  at  $1  50|=  $255. 

Receipts  over  expenses : 

On  the  River  Line $139  80 

“ “ Interior  Line 125  60 

The  cost  of  transportation  per  passenger  at  speed  of  35  miles  per  hour,  is 

By  River  Line 67  8-10  cents. 

By  Interior  Line 76  1-10  “ 

Difference  in  favor  of  River  Line,  8 3-10  cents. 


13 


In  a large  passenger  train,  at  a speed  of  about  22  miles  per  hour,  or  so  as  to  make 
the|time  between  New- York  and  Albany  hours,  an  engine  with  two  pairs  of  dri- 
ving wheels,  and  weighing  20  tons,  would  be  able  to  transport 

On  the  River  Line 500  passengers. 

“ “ Interior  Line 375  “ 

The  cost  would  be  the  same  in  either  case,  except  the  difference  in  the  additional 
cars  for  the  larger  number,  which  is  estimated  at  10  cents  for  each  passenger,  or 
$13  50  on  135,  which  is  the  excess  in  the  number  of  passengers. 

The  cost  is  estimated  for  the  train — 

River  Line,  at $140  00 

Interior  Line,  at 126  50 

Cost  per  passenger : 

River  Line v. 28  cents. 

Interior  Line 33  7-10  “ 

If  the  load  be  reduced  l-5th  for  an  average,  the  cost  will  be  on  the — 

River  Line 35  cents  per  passenger. 

Interior  Line 421-10“  “ 

The  preceeding  computations  show  two  important  features  in  the  economy  of  a 
passenger  traffic,  viz  : That  arising  from  large  trains,  or  a full  load,  as  compared 
with  a partial  load ; and  that  arising  from  a moderate  velocity,  as  compared  with  a 
high  velocity,  a speed  of  32  miles  average  velocity  costing  about  double  that  of  22 
miles. 

ENGINES  FOR  FREIGHT  TRAINS. 

These  generally  travel  at  the  rate  of  about  12  miles  per  hour.  At  this  speed  the 
resistance  from  air  is  not  of  much  moment,  and  is  not  usually  taken  into  account ; 
this  calculation  will  not  be  made  so  close,  in  regard  to  power  and  resistance,  as  to 
render  it  necessary  to  do  so.  The  adhesion  will  be  taken  at  l-8th  the  insistent 
weight,  which  is  about  l-3d  less  than  will  be  available  in  a good  state  of  the  rails. 
As  the  speed  is  slow,  two  pairs  of  driving  wheels  are  necessary,  and  it  will  be  easy 
to  give  the  engine  power  to  work  up  to  this  adhesion.  Engines  for  freight  trains 
have  been  made  for  six  and  eight  driving  wheels,  but  for  general  use  those  with  two 
pairs,  or  four  driving  wheels,  are  preferred. 

The  data  for  the  calculation  of  their  performance  will  be  as  follows  s 

Weight  of  Engine,  20  tons. 

Weight  on  4 drawing  wheels,  14  tons,  or  31,360  pounds. 

Adhesion  l-8th  the  insistent  weight  on  drivers. 

Tender,  14  tons. 

Traction  per  ton  of  gross  load,  8^  pounds. 

31360 

Then, = 3920, pounds  the  tractile  power  of  the  engine. 

8 

3920 

14  = 447.17  tons,  the  gross  load  on  a level,  exclusive  of  engine 

8£  and  tender. 

The  load  thafean  be  taken  up  an 

447.17  — (10+7) 

Ascent  of  ten  feet  per  milo  -=  286.78  tons. 

1.5 

447.17— (17  + 11.9) 

=226.09  tons. 

1.85 


Ascent  of  17  feet  por  milo  = 


14 


The  freight  a ear  will  carry  should  be  six-tenths  of  the  car  and  freight.  The 
amount  of  freight,  therefore,  comprised  in  the  above  calculated  loads,  will  be : 

On  a level 447.17  X .6  = 268.30  tons. 

Ascent  lOfeetper  mile 286.78  X .6  = 172.06  “ 

“ 17  “ “ 226.09  X -6  = 135.65  “ 

The  cost  of  running  the  train  (exclusive  of  depot  expenses)  is  estimated  for  en- 
gine men,  (including  driver,  firemen,  conductor  and  brakemen,)  fuel,  oil,  and 
maintenance  of  way  and  engine,  at  50  cents  per  mile  run,  or  for  144  miles,  $72  ; for 
cars,  including  maintenance  of  the  same,  and  their  share  of  maintenance  of  way, 
35  cents  per  ton  of  freight  on  the  whole  trip  of  144  miles. 

The  cost  of  transportation  will  be  for  an  ascent  of  10  feet  per  mile — 

Engine,  &e.,  as  above $72  00 

172  tons  freight,  at  35  cents 60  20 

$132  20 

For  an  ascent  of  17  feet  per  mile — 

Engine,  &c.,as  above $72  00 

135  tons  freight,  at  35  cents 47  25 

$119  25 

The  cost  per  ton  transported,  hence,  is 

132.20 

On  the  River  Line = 76.86  cts. 

172 

119.25 

Do  Interior  Line = 88.33  cts. 

135 

Difference  in  favor  of  the  River  Line  say  12  cts.  per  ton. 

In  order  to  present  a more  comprehensive  view  of  the  com- 
parative ultimate  economy  of  these  two  routes,  it  is  necessary 
to  ascertain  the  amount  of  business  that  will  be  done,  and 
that  will  be  influenced  by  this  question:  All  the  through 
business  and  a large  portion  of  the  way  business  above  Fish- 
kill  will  be  affected  by  it.  It  is,  obviously,  proper  that  any 
estimate  that  is  made  should  look  forward  to  a period  some 
years  subsequent  to  the  opening  of  the  road  throughout.  Not 
less  than  five  years  (and  ten  would  be  more  near  the  mark) 
should  be  taken  to  allow  a fair  development  of  the  business 
of  the  road,  which  will  go  on,  thereafter,  increasing  with  the 
growth  of  the  country.  Keeping  this  in  view,  not  less  than 
500,000  passengers  and  100,000  tons  of  freight  may  be  taken 
as  the  amount  of  business  that  will  be  affected  annually  by 
this  question,  and  according  to  the  results  arrived  at  above, 
this  would  be  done  at  a reduction  of  cost  on  the  River  Line, 
as  compared  with  the  Interior,  as  follows  : — 


500.000  passengers  at  8 cts  • $40,000 

1 00.000  tons  freight  at  12  cts. 12,000 

Total $52,000 


15 


♦ 

These  amounts  of  traffic  must  be  regarded  asimbr.Ue,  i 
view  of  the  prospects  of  the  road. 

It  is  estimated  that  the  River  (Line  would  be  more  expen- 
sive to  maintain,  on  account  of  exposure  to  the  ice,  and  the 
wash  of  the  river. 

This,  however,  would  be  counterbalanced  to  some  extent 
by  the  slides  and  settlement  of  the  heavy  clay  cuttings  and 
embankments  that  must  be  encountered  on  the  Interior  route. 
The  River  route,  especially  that  portion  exposed  to  the  action 
of  the  river,  is  for  the  most  part  of  hard  and  rocky  materials, 
well  adapted  to  resist  the  influences  referred  to.  So  far  as  fuel 
or  other  material  for  the  use  of  the  road  may  be  required  from 
the  river  market,  the  River  route  will  be  most  advantageous. 
In  view  of  the  relative  exposure  that  will  cause  extra  expense 
in  maintenance  and  the  facilities  for  conducting  the  business 
of  the  road  on  the  two  routes,  it  is  considered  that  the  River 
route  will  be  in  the  aggregate  the  most  expensive,  probably 
to  the  amount  of  ten  thousand  dollars  per  annum.  This  is  a 
proper  item  to  be  deducted  from  the  superior  economy  above 
shown  in  favor  of  the  River  route  in  regard  to  running  expen- 
ses and  will  reduce  the  saving  to  Forty-two  Thousand  Dollars 
per  annum. 

If,  therefore,  the  amount  of  annual  business  before  assumed 
be  well  founded,  the  River  route  will  be  equal  as  an  invest- 
ment at  the  additional  outlay  in  first  cost  of  $600,000. 

The  estimated  excess  in  cost  - has  been  shown  to  be 
$ 538 , 663.  This  difference  in  cost  compared  with  the 
economy  in  conducting  the  business  of  transportation,  leaves 
the  question  of  route  to  be  settled  mainly  by  the  relative  pros- 
pects of  business  on  the  two.  In  examining  this  question  it 
is  proposed  to  confine  the  enquiry  to  those  items  that  are  or 
may  be  considered  peculiar  to  each.  The  general  or  through 
trade  is  supposed  to  have  been  provided  for  in  the  calculations 
before  presented  ; but  it  is  considered  proper  to  remark  that 
it  is  believed  the  amount  assumed  is  much  below  what  it  will 
be  within  ten  years  of  the  time  of  the  completion  of  the  road. 


16 


and  was  taken  rather  than  place  this  question  on  a more  re- 
mote period  of  its  trade.  Both  routes  reach  Poughkeepsie  on 
lines  that  leave  no  important  considerations  in  favor  of  one 
over  the  other. 

After  leaving  this  place,  the  interior  route,  intersects  no 
village  or  city  on  the  river,  until  it  reaches  Hudson,  which  it 
passes  about  one  mile  from  the  river.  It  passes  through  or  near 
the  villages  on  the  old  post  road,  ranging  from  one  to  near 
four  miles  from  the  river.  From  Hudson  the  line  inclines  eas- 
terly from  the  river,  passing  several  factories  and  running 
about  one  and  a half  miles  westerly  from  the  villageof  Kin 
derhook,  where  it  is  about  three  miles  from  the  river  ; thence 
inclining  towards  the  river  the  line  traverses  about  six  mile 
of  cultivated  country,  and  about  ten  miles  very  little  cultivat- 
ed, when  it  comes  out  into  the  valley  of  the  river,  about  three 
miles  from  Albany.  After  passing  Kinderhook  there  is  no  vil- 
lage on  the  line,  or  nearer  than  those  on  the  river,  which  on 
the  east  side,  are  small  between  Hudson  and  Albany. 

Between  Poughkeepsie  and  Hudson,  this  line  traverses  a 
fine  agricultural  district,  that  extends  from  the  east  bank  of 
the  Hudson  river,  to  ten,  and  in  some  cases  fifteen  miles  in 
width,  where  the  country  becomes  broken  and  hilly,  and 
much  less  valuable  for  agriculture.  There  is  nothing  worthy 
of  note  as  manufactures,  or  mechanical  facilities  for  manufac- 
tures in  this  district.  The  trading  towns  are  small,  dividing 
the  commerce  of  the  country  with  the  small  villages  on  the 
river  where  the  heavy  business  is  done.  Between  Hudson  and 
Kinderhook  village,  there  are  several  large  manufactories,  at 
Columbiaville,  Print  works,  Staatsville,  and  Stuyvesant  Falls. 
If  concentrated,  they  would  form  a very  respectable  manufac- 
turing town.  Some  of  them  are  so  situated  that  they  would 
be  as  well  accommodated  by  one  line,  as  the  other,  but  gen- 
erally the  inland  route  would  best  accommodate  them.  From 
Hudson  to  about  six  miles  North  of  the  Kinderhook  village, 
the  line  traverses  a fine  agricultural  district. 

The  interior  route  for  the  most  part  runs  from  two  to  four, 


17 


and  some  times(by  the  travelled  roads)  five  miles  from  the  river. 
This  circumstance  will  give  it  the  control  of  the  passenger 
business  of  the  district  through  which  it  passes,  at  higher  rates 
of  fare,  than  could  be  obtained  from  the  same,  if  they  were  to 
go  to  the  line  on  the  river,  where  a choice  could  be  made  be- 
tween the  Railroad  and  steamboat  conveyance.  The  saving 
in  cartage  over  ordinary  roads,  would  be  an  inducement  to 
send  a larger  amount  of  freight  on  the  Railroad,  than  would 
be  sent  if  the  property  were  transported  to  the  river,  where 
navigation  would  come  in  direct  competition  with  the  RaiK 
road. 

These  remarks  are  applicable  only  during  the  season  of 
navigation  ; when  the  river  is  closed  by  ice,  the  Railroad  will 
have  no  competitor. 

The  river  route  following  the  shore,  and  passing  directly, 
or  near  by  the  steamboat  landings,  must  come  in  direct  com- 
petition with  the  river  navigation,  for  all  its  business  during 
the  season  when  the  river  is  not  obstructed  by  ice.  If  it 
should  not  be  able  to  sustain  this  competition  successfully, 
then  it  is  clear  the  interior  route  would  be  the  best,  and  it 
would  be  advisable  to  carry  it  still  farther  from  the  river  than 
it  has  been  run. 

If  it  be  admitted  the  Railroad  will  successfully  compete 
with  steamboats,  still  it  would  be  at  some  reduction  in  profit, 
and  a larger  amount  of  trade  must  be  secured  on  the  river 
route  to  produce  the  same  amount  of  income. 

The  villages  on  the  east  shore  of  the  river  between  Pough- 
keepsie and  Hudson  and  also  between  Hudson  and  Albany 
are  small.  On  the  opposite  side  of  the  river,  the  villages  are 
much  more  important.  Of  the  latter,  Kingston  andRondout  are 
situated  at  the  termination  of  the  Delaware  and  Hudson  Canal, 
and  more  shipping  is  employed  at  Rondout,  than  at  any  other 
place,  between  New  York  and  Albany. 

Saugertiesis  a large  and  flourishing  manufacturing  village. 
Cattskill  is  among  the  most  important  towns  on  the  river* 
Athens  is  a considerable  village  opposite  Hudson.  Coxackie 

3 


18 


ts  t he  most  important  village  between  Hudson  and  Albany, 
and  New  Baltimore  and  Coeymans,  larger  than  any  village 
on  the  east  side  between  the  same  places  except  Stuyvesant 
landing.  By  an  inspection  of  the  map  of  the  State  it  will  be 
seen  that  the  trade  and  travelling  of  a larger  extent  of  coun- 
try, concentrates  and  passes  through  the  villages  on  the  West 
side,  than  through  those  on  the  Bast  side,  if  we  except 
Poughkeepsie  and  Hudson. 

This  arises  from  the  greater  facility  of  diversion  on  the 
East,  than  there  is  on  the  West  side  of  the  river. 

If  the  road  were  constructed  on  the  interior  route  it  would 
be  less  able  to  compete  for  the  travelling  from  the  river  vil- 
lages than  for  the  travelling  of  the  interior  villages,  if  the 
river  route  should  be  adopted  ; for  the  passengers  from  the  vil- 
lages on  the  river  would  have  the  boats  at  hand,  when  to 
take  the  railroad  on  the  interior  route  they  must  travel  from 
one  to  five  miles  on  ordinary  roads  to  reach  it;  whereas  tra- 
vellers from  the  interior,  if  the  road  was  on  the  river  route, 
must  do  no  more  to  reach  the  railroad  than  would  be  necessa- 
ry to  reach  the  boats.  Travellers  from  the  west  side  of  the 
river  could  not  be  expected  to  cross  and  take  conveyance  to 
the  interior  route  to  any  great  extent.  The  road  constructed 
on  the  interior  route  would,  no  doubt,  cut  off  the  great  mass 
of  travelling  on  and  east  of  it,  that  now  goes  to  the  river, 
and  it  would  lose  the  greatest  part  of  that  on  the  immediate 
bank  of  the  river,  more  particularly  of  the  river  villages  ; and 
it  would  lose  nearly  all  the  travelling  from  the  west  side. 

If  the  road  should  be  constructed  on  the  river  route,  it 
would  be  able  to  compete  at  even  terms  with  the  boats  on  the 
river,  for  the  travelling  that  would  come  from  the  interior  line; 
for,  as  before  observed,  they  must  come  to  the  railroad,  in  or- 
der to  take  the  boats,  and  then  the  railroad  and  the  boats  would 
be  offered  for  their  choice.  For  all  the  business  on  the  east  side 
of  the  river  the  railroad  would  then  have  a fair  competition 
with  the  boats.  To  obtain  business  from  the  west  side  the 
railroad  must  offer  such  facilities  as  will  induce  passengers  to 


19 


cross  by  a ferry  in  order  to  enjoy  them  Advancing  north 
from  Poughkeepsie  the  river  narrows,  and  ferries  may  be  easi- 
ly and  cheaply  established.  They  already  exist  to  a consi- 
derable extent,  and  it  is  confidently  believed  the  advantages 
the  railroad  would  offer  immediately  opposite,  would  lead  to 
the  most  convenient  and  cheap  accommondation  of  this  sort. 
Suppose  a number  of  passengers  on  the  west  side  of  the  river 
atCatskill,  designing  to  take  the  day  boat  from  Albany — the 
cars  are  to  arrive  on  the  opposite  side,  already  an  hour,  to  an 
hour  and  a half  in  advance,  and  will  reach  New  York  four 
to  five  hours  in  advance  of  the  boat;  how  many  of  them 
would  cross  a ferry  requiring  five  minutes,  and  take  the  cars 
in  preference  to  waiting  for  the  boat  1 Certainly  every  one  of 
them  that  desired  a few  hours  to  transact  business  in  New 
York  and  return  to  Catskill  the  same  evening,  and  probably 
the  greater  part  of  those  who  did  not  design  to  return  the 
same  day.  To  reverse  the  direction  of  travelling,  the  passen- 
ger at  New  York  desires  to  visit  Catskill,  and  spend  a few 
hours  to  transact  business,  or  for  amusement,  and  return  to 
New  York  in  the  evening,  would  take  the  cars  of  necessity,  as 
the  boat  would  not  furnish  the  means  of  accomplishing  his 
object.  And  if  he  leave  New  York  in  the  evening,  the  cars 
would  enable  him  to  reach  Catskill  about  nine  o’clock,  while 
the  boat  would  arrive  at  the  uncomfortable  hour  of  one  or  two 
o’clock  the  next  morning.  This  is  a practical  affair,  and  may 
readily  be  comprehended  by  any  man,  at  all  acquainted  with 
the  habits  of  the  travelling  community,  and  there  can  be  no 
doubt  a very  large  share  of  travellers  from  Catskill  would  pre- 
fer crossing  a short  ferry,  and  thereby  avail  themselves  of  the 
superior  facilities  the  railroad  would  furnish.  What  has  been 
said  of  passengers  to  and  from  Cattskill,  will  apply  to  every 
town  on  the  west  side  of  the  river  above  Poughkeepsie,  and 
leaves  no  doubt  that  the  way  business  from  the  west  side  of 
the  river,  would  be  very  large,  if  the  road  was  constructed  on 
the  river  route. 

It  is  believed  the  freight  traffic  during  the  season  of  navi- 


20 


gation  would  be  greater  on  the  interior,  than  on  the  river 
route.  For  the  season  of  suspended  navigation,  the  river 
route  would  command  I he  largest  amount  of  freight,  from  the 
increased  facility  of  approach,  from  the  west  side  of  the  river. 

The  increase  of  traffic  from  the  establishment  of  manu- 
factures by  steam  power,  would  be  much  greater  on 
the  river  route,  than  on  the  interior  route.  Many  persons  have 
little  faith  in  the  use  of  steam  for  such  purposes,  and  will  not 
regard  this  as  of  the  least  importance  ; but  in  view  of  the  fact 
that  steam  power  is  now  used  in  the  Eastern  States  to  drive 
two  hundred  and  forty  thousand  cotton  spindles,  besides  other 
machinery,  it  cannot  be  doubted  the  highly  favorable  advan- 
tages enjoyed,  and  to  be  enjoyed,  in  the  Hudson  River  val- 
ley, will  soon  induce  the  establishment  of  such  manufactures. 

The  coal  that  finds  its  way  to  the  shores  of  Rhode  Is- 
land and  Massachusetts,  to  drive  steam  mills,  comes  directly 
from  the  mines  into  the  valley  of  the  Hudson,  and  may  be 
landed  from  the  canal  boats,  at  the  doors  of  similar  establish- 
ments on  its  banks. 

The  valley  of  the  Hudson  receives  the  traffic  of  a vast  extent 
of  country,  which  naturally  seeks  this  avenue  of  communica- 
tion. The  business  of  the  Railroad  is  to  improve  this  avenue,  by 
affording  a more  expeditious  conveyance  in  summer,  and  at  all 
seasons,  the  means  of  cheup  and  expeditious  transit.  That  the 
road  during  the  season  of  suspended  navigation  will  control  the 
business  of  freight  and  passengers,  as  before  observed,  cannot 
be  questioned.  If  it  cannot  compete  successfully  for  passen- 
gers during  the.  season  of  navigation,  then  as  before  stated,  it 
will  be  best  to  adopt  the  interior  route,  where  a considerable 
share  of  business  might  be  obtained,  in  consequence  of  its  be- 
ing so  far  removed  from  the  competition  of  the  river.  It  there- 
fore appears  necessary  to  a proper  understanding  of  the  com- 
parative merits  of  the  two  routes,  that  the  question  as  to  the 
capacity  of  the  Railroad,  to  compete  with  boats  for  passengers, 
should  he  examined.  The  great  business  of  the  Railroad  in 
summer  must  be  in  passengers,  and  it  is  proposed  to  examine 
the  prospect  of  its  ability  to  do  this  business. 


21 


If  itcannot  successfully  compete  with  the  boats  for  the  way 
traffic,  it  certainly  cannot  for  the  through  traffic^  and  in  this 
view  the  question  is  essential  to  the  success  of  the  enterprise 
on  any  route.  It  will  be  considered  that  the  boats  on  an 
average,  make  the  trip  in  ten  hours  ; they  sometimes,  under 
favorable  circumstances,  perform  it  in  seven  and  a half  to  eight 
hours,  but  the  average  of  fast  boats,  including  landings,  do 
not  much,  if  any,  exceed  the  average  above  stated.  The 
cars  on  the  Railroad  will  easily  make  the  trip  in  five  hours. 
It  may  be  urged  that  the  boats  will  increase  their  speed,  to 
which  it  is  a sufficient  reply,  that  the  Railroad  will  possess 
the  means  of  maintaining  a corresponding  increase. 

The  boats,  to  increase  their  speed,  must  be  able  to  resist  a 
dense  medium,  (water,)  while  the  increased  resistance  to  the 
cars  would  be  air.  The  relative  power  to  pass  through  these 
elements  may  be  judged  of  by  the  speed  a man  moving  in 
water  up  to  his  neck,  would  make,  as  compared  with  the 
speed  he  would  make  by  exerting  his  power,  to  run  through 
the  air.  Persons  who  speak  of  the  increase  that  will  be  made 
in  the  speed  of  steamboats,  have  usually  very  little  idea  of 
the  nature  of  the  resistance  they  must  meet,  and  it  may  be  re- 
garded as  a safe  basis  that  the  cars  can  be  moved  on  the 
Railroad  at  about  double  the  velocity  of  boats  on  the  river.* 

It  has  been  urged  by  the  opponents  of  this  enterprise,  that, 
though  the  cars  would  travel  faster  than  the  boats,  the  lat- 
ter would  be  able  to  transport  at  so  much  lower  fare,  as  to 
command  the  great  bulk  of  the  passengers. 

Thers  is  no  doubt  that  Railroad  fare  is  generally  higher 
than  that  of  steamboats  on  the  Hudson.  This  may  also  be 
said  of  steamboats  on  other  waters,  as  compared  with  the 
Hudson  river  boats.  The  economy  of  transporting  passengers 
depends  materially  on  the  number  to  be  carried,  whether  by 

* The  greatest  speed  attained  by  Steamboats  is  believed  to  be,  that  made  by 
the  Oregon  and  Vanderbilt  last  season  on  a race  or  trial  of  speed,  from  New 
York  to  Sing-Sing  and  back,  which  was  about  23  miles  per  hour;  while  many  in- 
stances have  occurred  of  a speed  of  60  miles  per  hour  on  railroads,  or  about  three 
times  that  of  the  fastest  boats,  under  the  most  favorable  circumstances* 


22 


cars  or  boats.  Were  it  not  t hat  it  would  too  much  extend  this 
paper,  it  might  he  shown  that  passengers  could  be  transported 
at  less  expense  on  the  Railroad  than  on  boats,  considering  the 
numbers  that  this  route  will  furnish.  But  it  is  sufficient  to 
show  the  practical  working  of  Railroads,  and  compare  the  re- 
sult with  what  may  be  depended  on  for  this  road.  With  this 
view  the  following  tabular  statement  has  been  prepared, 
showing  at  a glance,  the  results  of  business  in  1846,  on  nine 
different  roads  in  Massachusetts,  seven  of  which  terminate  in 
Boston. 


Miscel 

laneou 

Receipt 

a 

o 

P5  m 

Total. 

HOhOhW  »-h 

<©©}©©}  o i'*  tco 
r^cocOi-ic4i-Hf>lrj5io 

fa 

°s 

a 

h a 

Single 

Track. 

1.86 

30.95 

8.45 

25.20 

82.57 

46.61 

37. 

1.19 

148.55 

• 

Q 

X 

iH 

fc 

fa 

h4 

Double 

; Track. 

25.75 

12-25 

44.62 

16.— 

5.11 

13.12 

6.45 

Divi- 

dend 

per 

Cent. 

’-’ht 

CGCOCOCDCOOiO^HCO 

“H*  O 

o 

O) 

t- 

© 

TJl 

in 

Cost  of 
Road  pr. 
mile. 

03©0^(^©COOH 

GOhOhiOOtCh 

^.<r<QDi>o^ao^(?*c^05  co 

o'  CO  «S  CO  —i"  o'  cf 

j>^to*oei5coeow*o 

48,031 

£ 

*m 

ty  per 
-stops 
ided. 

Frei 

ght. 

“floa'oaoo^ffto 

1 

0 

CQ 

Yeloci 

hour- 

inch 

Pas- 
sen - 
g’rs. 

rj  HN 

H^tOlNHiOOO^^ 

o 

m 

p!  t3  • 

® a 2 

ci<  a & 
x bD 

^ S 

Total. 

$ 

212,233 

169.679 
283,876 
162,804 
179,734 
117,447 

57,230 

70,279 

412.680 

g’g  s 

S Ph 

o 

Per 

Mile. 

“rtODOOOCOCOh'OlCO 

OCOOOClCOCOCO<®'3,t'. 

OJ-rH  rH 

CO 

CO 

Gross  1 

Receipts.  ! 

tO(N*OOCO>OWCC-t 

ncofflt'CJOOH® 

cocci’— i«ocd^!Op:  1 

* w o o ci  a h o m ®"  1 

i-l  l-<  Cl  HH 

1,431,876 

H 

a 

o 

M 

Receipts 
pr.  m.  pr. 
Train. 

$ cts. 

1 3 65 

2 14 

2 79 

1 25 

1 66 

3 15 

90 

3 41 

1 49 

HH 

a 

fa 

Tons 

per 

Train. 

©OJ©«  • O CO  (N  O 

CO  ^ CO  CO  • r-H  05  CD 

91.37 

Miles 
run  by 
Trains. 

©*  co  ao  © co  000005 

NOOOCOCON^HiO 
<©t^O  co  ^ f-H  CO  CO 
©f^'coooooocCooco' 

4OiOO5C0CO^C^r-<r-J 

• 

Hi 

Gross 

Receipts. 

$ 

185,234 

230,486 

279,792 

310,061 

223,191 

128,737 

101,857 

59,092 

389,861 

1,908,311 

'd 

a 

0 

1 

Receipts 
pr.  m. 
pr  train. 

0«®^»50«®OCO 

1 50 

A 

0 

so 

a 

w 

JPassengr’s 

per 

Train. 

H C<  to  CO  Tf  O (N  © 

cocococo^^^r^oi 

©* 

CO 

*M 

© 

in 

© 

•M 

0 

& 

a 

CO 

03 

a 

Miles  run 

by 

Trains. 

134,633 

140,878 

195,692 

201,626 

204,401 

140,424 

63,073 

28,515 

215,369 

• 

% 

$ 

X 

NAME  OF  ROAD. 

Boston  & Lowell  .... 

& Providence  . . 
it  Worcester  . . 

& Eastern  .... 

it  Maine 

St  Fitchburg  . . 

& Plymouth,  0.  C. 
Nashua  St  Lowell . . . . 
Western  R.  Road  .... 

Averages. 

* ■*-  o = 


S3 


24 


The  above  statement  presents  much  interesting  detail,  but  it 
is  onl)r  intended  particularly  to  remark  on  those  features  that 
bear  on  the  passenger  traffic.  They  do  a mixed  business  of 
freight  and  passengers  ; the  latter  averaging  about  sixty  per 
cent,  and  the  former  about  forty  per  cent,  of  the  whole,  from 
which  it  appears  the  passenger  traffic  is  the  most  important.in 
the  aggregate.  The  expense  of  running  passenger  trains  is 
not  kept  separate  from  freight  trains,  but  it  is  known  the  lat- 
ter are  considerably  more  expensive  per  mile  run.  The  Eas- 
tern and  Plymouth  roads  have  the  smallest  freight  traffic,  and 
it  is  seen,  their  running  expenses  are  twenty  cents  per  mile  less 
than  the  average  of  the  table. 

The  average  cost  of  the  above  Railroads  is  not  materially  dif- 
ferent from  what  will  be  the  cost  of  the  Hudson  River  road 
with  a similar  amount  of  double  track  and  furniture.  The  total 
amount  of  receipts  per  mile  of  train  run  for  passengers,  aver- 
ages $1,497,  say  150  cents.  The  average  number  of  passen- 
gers is  seventy-six.  With  a traffic  made  up  of  this  and  forty 
per  cent. of  freight,  the  average  dividends  were  seven  and  eight- 
tenths  per  cent,  in  1846. 

The  reports  are  not  yet  officially  made  for  1847,  but  it  is 
known  the  dividends  have  exceeded  an  average  of  eight  per 
cent.  Considering  the  great  extent  of  country  that  concen- 
trates its  traffic  on  the  Hudson,  and  the  favorable  grades,  or 
planes,  this  road  offers  for  the  transportation  of  freight,  it  may 
safely  be  assumed  that  it  will  derive  as  much  profit  from 
freight,  in  proportion  to  its  length,  as  the  average  of  the  Rail- 
roads, in  the  above  table  ; and  if  it  can  do  a passenger  busi- 
ness equal  to  the  average  that  appears  above,  then  it  is  fair  to 
conclude  it  will  produce  equally  as  great  an  income  as  they  do, 
or  a dividend  of  say  eight  per  cent,  on  its  cost. 

In  order  to  do  this,  it  must  receive  an  average  of  one  hun- 
dred and  fifty  cents  per  mile  run  by  passenger  trains,  and  run 
as  many  trains,  at  similar  expense  for  running  that  is  incurred 
by  the  average  of  the  above  railroads.  The  planes  being 
much  more  favorable  on  the  Hudson  River  Railroad  than  the 


25 


average  of  those  in  the  table,  it  may  be  run  at  considerably 
higher  speed  without  increasing  the  expense.  A charge  of 

the  average  rate  of  one  cent  per  mile  per  passenger, 
would  require  the  average  number  of  one  hundred  and  fifty 
passengers,  to  give  this  road  the  same  success,  as  those  in  the 
table.  It  therefore  remains  to  ascertain  if  this  average  num- 
ber of  one  hundred  and  fifty  passengers  per  train  can  be 
obtained. 

In  general,  it  may  be  remarked  that  the  Hudson  River  Rail- 
road will  occupy  the  greatest  thoroughfare  for  travelling  on 
this  continent,  and  forty  trains  per  day,  of  the  size  above  re- 
quired, would  not  suffice  to  transport  the  average  number  of 
passengers  during  the  season  of  navigation.  It  has  a great 
natural  increase  that  may  be  expected  to  go  on  for  many  years 
to  come.  Increased  facilities  will  still  further  augment  this 
natural  increase,  and  it  may  confidently  be  expected  that, 
within  five  years  from  the  time  the  Railroad  is  in  operation 
its  whole  length,  it  will,  beyond  doubt,  require  from  seventy  to 
eighty  such  trains  per  day.  But  fifteen  such  trains  per  day 
would  afford  the  proposed  support  to  the  Railroad,  This 
would  leave  more  business  for  the  boats,  at  the  end  of  the  five 
years,  as  above,  than  they  now  have.  Is  it  practicable  for 
the  Railroad,  at  a fare  of  one  cent,  per  mile,  to  secure  this 
amount  of  buriness?  This  is  the  problem  to  be  solved. 

Those  travellers  who  from  a love  of  expedition,  or  have  an 
object  to  economise  time,  would  no  doubt  give  preference  to 
the  Railroad,  and  this  embraces  a large  class  of  passengers. 
But  this  will  appear  more  clearly  by  following  the  practical 
working  of  the  road. 

FIRST.— IN  REGARD  TO  THE  MORNING  TRAINS. 

The  boat  and  the  cars  are  supposed  to  start  at  the  same 
hour  in  the  morning,  say  seven  o’clock.  The  cars  will  reach 
Albany  at  12  M.  The  traveller  having  business  requiring 
several  hours  to  transact  at  Albany,  and  desiring  to  return  to 
New  York  the  same  evening,  would  certainly  take  the  cars, 

4 


26 


as  his  business  would  be  transacted,  and  himself  on  his  way 
back  by  the  P.  M.  train  about  the  time  the  boat  would  have 
reached  Albany.  This  will  apply  to  travellers  under  similar 
circumstances  to  intermediate  towns.  Il  will  be  kept  in  mind 
that  the  boats  do  not  furnish  facilities  sufficient  for  travelling 
to  and  from  Poughkeepsie  the  same  day.  A traveller  desires 
to  visit  the  springs ; by  the  cars  he  will  reach  Saratoga  in 
good  time  for  dinner,  and  he  will  have  dined,  and  be  enjoy- 
ing the  benefits  of  this  celebrated  watering  place,  before  the 
boats  will  have  reached  Albany.  He  may  dine  at  Saratoga 
the  next  day,  return  by  the  evening  train  to  New  York,  and 
be  at  home  by  ten  o’clock,  having  spent  over  a day  at  the 
Springs,  lost  no  regular  rest,  with  an  absence  of  about  thirty- 
eight  hours  only  from  New  York.  Again,  the  travellers  are 
going  west.  (Here  it  is  presumed  the  roads  west  of  Albany 
will  be  put  in  a condition  to  realize  the  progress  of  railroads.) 
To  a considerable  extent  these  travel  by  the  day  line,  and 
would  find  their  taste  or  convenience  very  much  promoted 
by  the  railroad  ; but  the  largest  portion  of  the  western  travel- 
lers take  the  night  boat  to  save  time,  though  they  do  not 
like  the  rest  they  get  on  the  boats.  Some  persons,  from  ha- 
bit or  peculiar  temperament,  rest  very  well  on  steamboats,  but 
it  is  notorious  that  the  great  mass  of  travellers  who  take  the 
night  boat  do  so  merely  to  save  time,  and  by  so  doing  make 
a sacrifice  of  comfort,  which  they  would  be  glad  to  avoid. 
By  taking  the  morning  cars  they  would  reach  their  destina- 
tion within  a few  hours  of  the  time  they  would  have  done  by 
taking  the  boat  the  evening  before.  Those  for  Utica,  Syra- 
cuse, Auburn,  and  even  Rochester,  would  be  at  their  destina- 
tion the  evening  of  the  same  day. 

Travellers  from  Albany  would  reach  New  York  by  the  six 
o’clock  morning  trains  at  eleven  o’clock,  A.  M.  and  have 
nearly  all  the  business  hours  of  the  day,  which  would  be 
concluded  before  the  arrival  of  the  boat,  and  for  transactions 
not  requiring  more  time  would  be  able  to  take  (he  evening 
train,  and  reach  Albany  by  ten  o’clock  in  the  evening  of  the 


27 


same  day.  Way  passengers  would  secure  the  same  advan- 
tages. The  cars  would  be  much  more  exact  as  to  time,  and 
would  be  first  ofFemd,  as  the  boat  must  rapidly  fall  behind;  and 
it  may  be  regarded  as  certain,  at  the  fare  proposed,  that  very 
few  would  have  the  philosophy  to  wait  for  a chance  on  the 
boat.  Instead  of  its  being  a question  whether  the  cars  could 
compete  with  the  boats , it  is  hardly  possible  the  day  boats  could 
compete  with  the  cars , especially  for  first  class  passengers . 
The  way  traffic  must  enevitably  be  swept  off  before  their  arrival 
at  the  way  landings . The  facilities  that  will  be  offered  by 
the  cars  will  not  only  take  the  greatest  share  of  the  present  day 
travel , but  must  greatly  draw  from  the  night  travel . 

SECOND.— IN  REGARD  TO  THE  EVENING  TRAINS. 

Business  is  generally  over,  and  passengers  may  be  ready 
to  leave  New  York  at  five,  P.  M.  The  way  boats  all  leave 
at  or  before  this  hour.  The  cars  will  then  reach  Albany  by 
ten  o’clock  in  the  evening,  and  all  travellers  who  do  not  like 
a lodging  on  a steamboat,  by  taking  the  cars  will  be  able  to 
lodge  at  Albany,  and  may  take  the  cars  west  from  Albany  at 
the  same  hour  the  next  morning  with  those  who  travelled  all 
night  in  the  boats,  provided  fogs  or  low  water  had  not  pre- 
vented the  boats  from  reaching  Albany  in  lime  for  the  morn- 
ing train,  in  which  case,  the  railroad  passengers  would  proceed 
without  them.  If  expedition  be  important  to  the  traveller, 
he  would  proceed  west  from  Albany  at  11  o’clock  the  same 
evening  he  left  New  York,  take  an  early  breakfast  at  Syra- 
cuse, and  dine  at  Buffalo  the  next  day.  For  the  travellers  to 
way  stations  on  the  river,  especially  at  or  above  Poughkeep- 
sie, the  hour  of  reaching  their  destination  by  the  cars  would 
be  so  much  more  desirable  than  by  the  boats  as  lo  decide  the 
question,  with  the  great  mass  in  favor  of  the  cars.  The 
evening  train  from  Albany  will  take  such  passengers  as  pre- 
fer to  lodge  at  home,  or  at  a hotel,  and  be  prepared,  by  quiet 
and  refreshing  sleep,  for  the  next  day’s  business,  to  a half-wak- 
ing and  disturbed  res',  on  a steamboat,  disqualifying  them  fora 


28 


vigor uiu  ^Lcaiiui-  iu  ihe  duties  oi  the  loiiowmg  day.  The 
evening  train  will  take  up  the  wav  passengers  in  advance  of 
the  boat,  and  at  a more  desirable  hour  for  the  greater  part. 

The  cars  will  be  run  more  frequently,  and  thus  better  ac- 
commodate the  travelling  public  than  the  boats.  All  travel- 
ling between  intermediate  places  on  the  route  will  be  far  bet- 
ter accommodated  by  the  cars  than  it  can  be  by  the  boats. 

Thus  far  the  subject  has  been  disscussed  with  reference  to 
first  class  passengers,  to  whom  the  saving  in  time  secured  by 
the  certainty  and  superior  speed  of  the  cars,  the  superior  con- 
venience and  comfort  of  intercourse,  as  well  as  the  fondness 
for  rapid  travelling,  would  be  a sufficient  inducement  to  pay 
the  low  fare  proposed  on  the  railroad,  rather  than  travel  for 
nothing  on  the  boats.  But  if  it  shall  appear  of  any  impor- 
tance for  the  railroad  to  run  second  class  trains,  in  order  to 
meet  the  competition  of  the  boats  for  passengers  who  prefer 
lower  fare  to  a saving  in  time,  such  trains,  it  has  been  shown, 
could  be  run  at  half  the  rate  of  fare,  and  make  the  trip  in 
seven  hours,  and  afford  a remunerating  profit  to  the  road.  At 
this  speed  they  would  always  be  in  advance  of  the  boats,  and 
being  provided  with  comfortable  seats,  in  which  there  is  often 
a great  deficiency  on  the  boats  for  this  class  of  passengers, 
and  free  from  delays  by  fogs,  sandbars,  and  low  water,  would 
be  much  better  accommodated  by  the  cars,  and  make  an 
average  saving  of  two  to  three  hours  in  time. 

The  railroads,  as  before  observed,  would  possess  the  power 
of  running  trains  more  frequently,  taking  up  the  passengers 
more  in  detail,  and  thus  extend  greater  accommodations  to 
the  general  traffic  than  could  be  done  by  the  boats. 

What  can  be  done  by  the  steamboats  onthe  Hudson  is  well 
known,  and  though  there  is  no  Rail  Road  actually  constructed, 
it  is  equally  well  known,  that  it  can  be  constructed  and  run  as 
proposed.  The  result  is  as  much  a matter  of  certain  calcu- 
lation in  the  one  case,  as  in  the  other.  It  is  reduced  to  a prac- 
tical demonstration,  and  needs  only  to  be  looked  at  by  the  eye  of 
an  every  day  philosophy.  Speed  can  be  attained  and  will 


29 


command  passengers  at  a remunerating  fare,  and  the  lm- 
sistible  conclusion  is — 

That  the  improved  facilities  the  Rail  Road  will  furnish, 
will  enable  it,  not  only  to  compete  successfully  with  the  boats, 
for  the  present  traffic  : but  will  be  the  means  of  greatly  aug- 
menting the  number  of  passengers  on  the  route. 

Instead  of  150  passengers  per  train,  the  fast  trains  maybe 
expected  to  average  200  passengers,  and  the  slow,  or  seven 
hour,  trains  350,  to  400  per  train,  during  the  navigable  sea- 
son. The  average  daily  number  of  passengers  on  this  route 
is  now  estimated  at  7000,  and  the  increase  the  Rail  Road 
will  produce,  together  with  the  natural  increase,  will  swell 
this  to  10,000,  by  the  time,  or  very  soon  after,  the  Rail  Road 
can  be  completed  throughout.  It  is  certainly  a moderate  es- 
timate, to  assume  that  the  fast  trains  on  the  Rail  Road  will 
take,  of  this  number,  3000,  and  the  slow  trains  an  equal  num- 
ber, making  together  6000,  as  the  daily  summer  traffic,  esti- 
mated to  average  100  miles  each. 

The  winter  traffic,  or  that  during  the  season  of  suspended 
navigation,  as  before  observed,  will  wholly  centre  on  the  Rail 
Road,  both  for  freight  and  passengers.  The  length  of  this 
season,  with  the  uncertainty  that  attends  the  close  and  open- 
ing of  navigation,  may  be  taken  at  an  average  of  about  four 
months.  If  the  river  route  be  adopted,  it  will  receive,  during 
this  season,  nearly  as  much  traffic  from  the  interior  route,  as 
would  come  to  it,  if  that  route  were  adopted.  Being  in  the 
valley  of  the  river,  it  would  draw  from  the  west  shore  a much 
larger  amount  of  both  freight  and  passengers,  than  would  seek 
the  interior  route  from  the  same  quarter. 

Reviewing  the  subject,  it  appears — 

First.  That  the  interior  route  will  be  more  expensive  than 
was  indicated  by  the  original  survey. 

Second.  That  the  cost  of  constructing  the  river  route,  oyer 
that  of  the  interior  route,  will  be  less  than  was  anticipated. 

Third.  That  the  cost  of  working  the  road  on  the  river 


30 


route,  will  be  so  much  less  than  the  cost  of  working  on  the 
interior  route,  as  to  neutralize  the  excess  in  first  cost. 

Fourth.  That  the  road  will  be  able  to  do  a successful  pas- 
senger business  in  competition  with  the  steamboats, — and  by 
its  peculiar  and  superior  facilities,  will  greatly  augment  the 
passenger  traffic. 

Fifth.  That  the  valley  of  the  river  is  the  natural  thorough- 
fare for  the  trade  and  travel  of  the  country  on  both  sides,  in- 
creasing in  extent  and  importance,  as  the  line  advances  north 
to  Albany  and  Troy— and,  consequently,  the  river  route,  lying 
directly  in  the  valley,  will  most  effectually  secure  its  present 
and  prospective  business,  and  render  the  road  more  exten- 
sively useful  to  the  public. 

Sixth.  That  the  river  route  occupying  the  natural  channel 
of  intercourse  and  trade,  will  best  secure  an  adequate  income 
to  the  stockholders,  for  the  outlay  they  are  required  to  make. 

Seventh.  That  in  the  aggregate,  the  river  route,  presenting 
the  greatest  advantages,  both  to  the  public  and  the  stock- 
holders, is  therefore  recommended  to  be  adopted. 

It  is  believed  the  estimates  for  the  cost  of  construction  and 
expense  of  running  the  road,  will  be  found  fully  adequate  to 
meet  the  wants  of  the  work.  They  have  been  reached  after 
thorough  surveys,  investigations  and  estimates  in  detail, 
which  cannot  vary  essentially  from  the  amounts  stated. 

The  report  of  J.  T.  Clark,  Esq.,  Locating  Engineer,  is  here- 
with appended. 

In  conclusion,  it  may  be  remarked,  that  the  examinations 
connected  with  this  question,  have  incidentally  led  to  a con- 
firmation of  the  favorable  opinion  heretofore  entertained  of 
the  great  usefulness  and  productiveness  of  this  enterprise.  Im- 
provement in  the  means  of  social  and  commercial  intercourse 
have,  from  time  immemorial,  been  regarded  as  among  the 
highest  evidences  of  the  civilization,  intelligence  and  refine- 
ment of  society,  and  it  is  confidently  believed,  that  the  time 
is  not  distant,  when  the  benefits  of  this  road  will  be  so  de- 
veloped, that  none  will  be  found  to  disparage  a work  of  art, 


3i 


that  shall  justly  claim  a participation  in  the  production  of 
those  efforts,  that  mark  the  progress  of  social,  intellectual  and 
moral  improvement.  To  the  intercourse  of  the  great  tho- 
roughfare on  which  it  is  located,  as  well  as  to  the  commer- 
cial interest  of  the  city  and  state,  the  work  is  due,  as  a means 
of  more  frequent  and  rapid  transit  in  summer,  and  as  a remedy 
for  the  embarrassment  and  suspension  of  communication,  now 
imposed  by  frost  for  one-third  of  the  year — and  it  is  demanded 
as  a means  of  giving  to  the  valley  of  the  Hudson,  that  in- 
creased facility  of  intercourse  in  its  social  and  commercial 
relations,  that  is  called  for  in  the  present  state  of  science 
and  civilization. 

The  thorough  surveys  and  investigations  that  have  been 
made  during  the  past  season,  place  the  enterprise  on  a well 
ascertained  basis,  clearly  demonstrating  its  feasibility  and 
usefulness,  and  afford  high  inducements,  founded  on  public 
advantage  and  remuneration  for  the  outlay,  to  stimulate  that 
diligent  and  intelligent  perseverance  which  may  secure  an 
early  accomplishment  of  (he  great  work. 

These  remarks  are  made  with  a profound  sense  of  the  re- 
sponsibility that  is  involved,  and  under  the  firm  belief  that 
they  are  well  founded. 

Respectfully  submitted, 

JOHN  B.  JERVIS, 

Chief  Engineer. 


To 


JOHN  B.  J ERV  IS,  E s q r . , 
Chief  Engineer,  H.  R.  R.  R. 


Sir: 

Having  been  appointed  Locating  Engineer  of  the  Northern  Division  of  the 
Hudson  River  Railroad,  from  Fishkill  Landing  north  to  Greenbush,  I entered  im- 
mediately upon  the  duties  of  said  appointment,  and  commenced  field  operations  at 
Greenbush  on  the  24th  of  May  last,  with  Mr.  Edward  Martin,  as  one  of  my  principal 
assistants.  Another  party  was  soon  after  organized,  with  Mr.  William  Jervis  as 
my  other  principal  assistant,  and  surveys  commenced  at  Fishkill  Landing,  on  the 
17th  June. 

From  the  commencement  of  these  surveys  down  to  the  15th  of  November,  both 
parties  have  been  actively  engaged  in  field  work.  Since  that  time  the  available 
forces  of  the  two  parties  have  been  studiously  engaged  in  office  work;  in  the  execu- 
tion of  maps  and  profiles,  and  calculation  of  quantities. 

I now  submit  the  result  of  our  labors:  Two  distinct  lines  have  been  located, 
designated  as  the  River  Route  and  Interior  Route. 

The  River  Route  commences  at  Fishkill,  Upper  Landing,  and  follows  the  east 
margin  of  the  Hudson  River  for  most  of  the  distance  to  Greenbush,  terminating  at 
a point  about  half  a mile  south  of  the  Boston  Railroad  Depot  in  East  Albany. 

The  length  of  this  route  is  83  miles  from  Fishkill  Landing  to  Greenbush. 

The  Interior  Route  commences  at  the  same  point  in  Fishkill,  and  is  the  same  as 
the  River  Route  for  the  distance  of  miles,  when  a change  of  grade  is  introduced, 
but  no  variation  of  the  line  takes  place  for  a further  distance  of  1 mile;  at  this  point 
the  line  diverges  from  the  River  Route  and  reaches  the  table  landabout  4miles  south 
from  the  village  of  Poughkeepsie,  passing  through  the  central  part  of  said  village 
with  an  elevation  of  115  feet  above  high  tide.  From  Poughkeepsie  north,  the  line 
passes  through  the  village  of  Hydepark,  a little  west  of  the  villages  of  Rhinebeck, 
Lower  Red-hook,  and  Upper  Red-hook;  east  of  Clermont,  crossing  the  Rulof 
Johnson  Kill,  near  the  “Blue  Store,”  and  reaches  Hudson  at  the  eastern  extremity 
of  the  city  with  an  elevation  of  163  feet  above  high  tide.  Northerly  from  Hudson 
it  crosses  Claverack  Creek  about  half  a mile  west  of  Stott’s  factory,  and  the  Kin- 
derhook  Creek  near  Adam  Van  Alstine’s,  which  is  about  two  miles  westerly  from 
Kinderhook  Village.  From  Kinderhook  Creek  to  Mitche’s  Kill  (six  miles)  the 
ground  is  favorable  for  a good  line  and  cheap  grade,  but  from  Mitche’s  Kill  to 
Greenbush  (12  miles)  the  country  is  broken  and  the  grading  will  be  expensive. — 
This  route  terminates  with  the  River  route  at  Greenbush,  and  is  82£  miles  in 
length. 

These  two  linos  have  been  thoroughly  revised  throughout  by  re-surveying  with 
care  tho  entire  distance  of  each.  Much  pains  have  been  taken  to  obtain  correct 
data  on  which  to  predicate  an  estimate  of  the  cost  of  construction,  and  care  has 
been  given  alike  to  each  of  the  two  lines 


33 


in  addition  to  the  two  revised  lines  which  have  been  selected  for  estimates, 
'Other  lines  have  been  run,  and  much  country  explored  with  a view  to  improvement, 
but  no  routes  have  been  found  of  advantages  sufficient  to  justify  the  expense  of  fur- 
ther surveys  on  any  one  of  them.  Nor  have  estimates  been  made  of  any,  except 
«the  one  first  surveyed  between  Fishkill  Landing  and  Poughkeepsie.  This  line 
leaves  the  Hudson  River  near  the  mouth  of  Wappinger’s  Creek,  and  extends  east- 
erly along  the  south  slope  of  the  valley  for  3£  miles,  crossing  the  creek  at  the  upper 
falls  with  an  elevation  of  45  feet  above  the  bed  of  the  stream.  The  place  of  cross- 
ing is  1J  miles  above  Franklin  Dale.  Thence  it  passes  through  a limestone 
ridge  immediately  north  of  Wappinger’s  Creek,  and  traverses  a broken  country  for 
most  of  the  distance  to  Poughkeepsie ; crossing  Main  street  at  Adriance’s  Furnace, 
with  an  elevation  of  169  feet  above  high  tide.  It  unites  with  the  main  Interior 
Line  about  2\  miles  north  of  Poughkeepsie. 

From  Fishkill  Landing  tothejunction,  it  is  one  mile  longer  than  the  main  Inte- 
rior line,  and  much  more  expensive  to  grade,  as  will  be  seen  from  the  estimate. 

Maps  and  profiles  of  the  two  routes  are  herewith  submitted.  Also,  of  the  last 
described  line  from  Fishkill  to  Poughkeepsie,  which  is  the  most  easterly  route  of 
any.  Accompanying  this  are  tables  of  grades  and  curves  of  the  two  lines. 

Table  marked  A,  gives  a statement  in  detail  of  the  grades  on  the  Interior  line. 
Table  marked  B,  gives  a summary  and  concise  view  of  the  grades  on  the  same  line  ° 
Table  marked  C,  gives  in  detail  the  different  sections  of  curves  and  straight  lines, 
the  radius  of  each  curve  and  the  total  amount  of  deflection  on  the  Interior  line,  and 
table  marked  D gives  a summary  and  concise  view  of  the  curvature  on  the  same 
line. 

In  like  manner  tables  are  prepared  for  the  River  Route  marked  E,  F,  G,  H. 

To  insure  a greater  degree  of  accuracy,  both  lines  have  been  divided  into  sec- 
tions of  suitable  length,  and  an  estimate  made  in  detail  of  each  section.  A tabular 
statement  is  also  prepared,  giving  the  length  of  each  section,  and  the  amounts  of 
the  different  kinds  of  work,  with  the  prices  annexed. 

The  estimates  are  for  grading  for  a double  track  from  Fishkill  to  Poughkeep- 
sie, and  single  track  from  Poughkeepsie  to  Greenbush,  with  the  exception  of  me- 
chanical work,  which  is  estimated  for  a double  track  throughout. 

The  estimates  provide  for  aroadbed  on  the  most  liberal  scale.  In  earth  excava- 
tion, the  width  of  grade  line  for  double  track  to  be  40  feet,  and  embankment  30  feet. 
For  a single  track  in  earth  excavation  30  feet,  embankment  20  feet  wide  on  River 
line,  and  16  ft  on  Interior  line.  Slopes  2 to  1. 

In  summing  up  the  estimates  we  come  to  the  following  results  : 


Cost  of  grading  River  Route  83  miles $2,191,359 

Cost  of  grading  Interior  Route  82£  miles 1,701,665 

Difference $489,694 


Without  expressing  any  opinion  as  to  the  relative  merits  of  the  two  routes,  I 
feel  much  confidence  in  saying,  that  whichever  route  may  be  selected,  the  estimates 
will  be  found  sufficient  to  construct  the  work  in  the  most  substantial  manner,  and 
cover  all  expenses  properly  belonging  to  the  grading.  Of  course,  the  item  of  land 
damages  is  not  included  in  the  estimate;  nor  the  usual  allowance  of  10  per  cent,  for 
contingencies.  Nor  does  the  estimate  provide  for  grading  depot  grounds,  for 
buildings,  or  any  of  the  appendages  to  the  road 


34 


Messrs.  Martin  and  Jervis,  my  two  principal  assistants,  who  have  had  charge  of 
the  respective  parties,  have  prosecuted  these  surveys  in  the  most  satisfactory  man- 
ner, by  uniting  with  skill,  continued  perseverance,  and  a course  of  conduct  highly 
commendable.  The  young  gentlemen  composing  the  parties  have  also  done  service 
to  the  company  and  credit  to  themselves,  by  performing  with  cheerfulness  and 
ability  the  several  duties  assigned  them. 

Respectfully, 

Your  obedient  servant, 

JOHN  T.  CLARK. 

Poughkeepsie,  January  10th,  1848- 


RIVER  ROUTE  . 


35 


Fenci 
For  I 


Mi 


Summary  of  Quantities  and  Amounts  of  Southern  Division. 

INTERIOR  ROUTE. 


37 


h a s 


05  05O«CCOM$OOQO^ 

NMNOh.OiOHOiO’^^HCCCO^O^iOOCOCO 
CO  c^COCi  CO  C»  CD  »D  CO  CO  rf  Cl  *C  CO  CO  CO  O 

cf  iooTcoiot>T‘Ouocfi^'^oooi'cof>^t^cf  oo  oT  *o  co  oT 

niCOHCOHCOWCiW^hHH^^HHHHHHH 


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(N«HiO»050^«000«COCtMC<HN05«^0505 
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Cl  C^pH^aro^rforoOCOcf^^iOC^rf  co  o'  CO  CO 


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^000(NCOH*005C7IOCOO*OCOCOIO(^OCO^ 

h o (N  co  o o h oo  co  o h o fo^o  n o ® ^ 0 
©dCDC**C^^©<Wt^COOfcd.-Hr-HOf©'aDco''ofci©' 

^OOH  1-^CttMCO^HH^rfHrH  rH  HH 


o 000  0000000000 

O 10*00  0*00*0*0*010000 


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Quantities  Estimated.  | 

Prot’on 

Wall. 

o O o O O 

O O O O O 

CO  © <0*0  0 
od  05  CO  d rH 

rH  rH 

44,900 

if 

|3 

Em- 

bank’t. 

170,000 

76.000 

44.000 

127.000 

138.000 

30.000 

54.000 

180.000 

38.000 

28.000 

8,000 

3.000 

8.000 

904,000 

1,726,000 

1 ° 
i o 

!§- 

CO 

0 

1 cT 

Rock 

Exca’n. 

O ©©©©©OQO©©©©©  © ooo 

O OOOOOOOOOOOOO  o ooo 

ip  co  © © © © © © © co  _Tt;  t~-  cs  © to  © q q 

ao  in  jtCoo  oo  oo'rn’oi  ol'co'jC  ot^'oi' 

Tj.  rH  l-  CO  rH  OHHHH  rH 

355,400 

18,600 

i§ 

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x)  p 
"S  "«3 
c3  g 

-.1  PN 

J w 

oooooooooooooooooooooo 

oooooooooooooooooooooo 

0©*0©©©©©©*0*Od*0©COiOd©©*OrtiCO 
d CD  CO  CO  C5  d rH  Cl  OO  GO  Cl  i—r-H  CO  H GO  Cl  O Co"  CO 

HOdOCNOClHiCCOOlHHH^COiOCKMiOO 
rH  rH  Cl  rH 

1.173.200 

2.213.200 

1 O 

1 o 

1 ^ 
CO 
CO 

iS- 

jTotal  Quantities.  Cubic  Yards. 

Prot’on 

Wall. 

8.800 

9,000 

3.600 

12.500 

11.000 

44,900 

44.900 

Em- 

bank't. 

oooooooooooooooooooooo 

OOOOOOOOOOOOOOOOOOOOOO 
OQOOpOOqOOCOOc.iOOCNOOCOOOCO 
oci  O 00  ®Hi®No6l^fflr(o6ujrirH<BiOOi®ffloi 
!D®IMI>HO®Ot'OOeOWO»HOCiOWH,IM'#« 
00  <N  rH  rH  CT  CM 

2.260.600 

3,831.500 

1 ° 

1 O 

c4 

§ 

1 co" 

xp 
§8 
^ W 

© OOOOOOOOOOOOO  o ooo 

O OOOOOOOOOOOOO  o ooo 

o COOOOOOOOCO^I-CIO  CD  Odd 

GO  ID  tdo 6 1-  'rp  GO  00  T-1  C'.  V 1 CO  f-  CD  I - Cl 

^ rH  h~  CO  rH  O r H H H Jh 

355.400 

18,600 

374,000' 

Earth 

Exca’n. 

oooooooooooooooooooooo 

OOOOOOOOOOOOC'  — oooooooo 
p o^iop  p o op  q,iswfjeoe®Noo»?» 

Oi®'cdc0t'®OlH^.N0C<»NN  r-i  'eo  rH  C<6  cl  ©CO  ,P' 
HO«OONOIMHOMilHrHHlnSN«gM 

1.173.200 

2.213.200 

1 o 

|| 

CO 

1 CO 

Dist’ncei 

in 

feet. 

^dCDOOOO^OdOOcDdrfi-Hi-tcDoorttOOdiD 

CDHH^iOONCOCHf-l-^Cl^GOjQtNOOCOin 
d © CD  OOONOOGNHqcO^  CO  CD  C]  *o  l-  T OO  lO 

6cdoajNgDi>NOcoo5blco  t-^'cb  cTo>  © co'»od 

190.439 

243.696 

1 *o 

1 CO 

13 

r 

No. 

of 

Sec. 

HCiCO^OtOi'CODOHWCO^tGDl-OODOHIN 

Fencing 85.200 


88 


$1,701,666 


I 


,! 


